Gas turbine engine with fan tied compressor

ABSTRACT

A turbofan engine according to an example of the present disclosure includes, among other things, a fan including fan blades, an outer housing that surrounds the fan to define a bypass flow path, a compressor section in fluid communication with the fan, the compressor section including a low pressure compressor section and a high pressure compressor section, a turbine section including a fan drive turbine section driving the fan and the low pressure compressor section and a high pressure turbine section driving the high pressure compressor section. A gear reduction including an epicyclic gear train is between the fan drive turbine section and the low pressure compressor section such that the low pressure compressor section and the fan are rotatable at a common speed and such that the fan is rotatable at a lower speed than the fan drive turbine section. The fan drive turbine section has a first exit area at a first exit point and is rotatable at a first speed, the high pressure turbine section has a second exit area at a second exit point and is rotatable at a second speed, which is higher than the first speed. A first performance quantity is defined as a product of the first speed squared and the first area, a second performance quantity is defined as a product of the second speed squared and the second exit area and a performance ratio of the first performance quantity to the second performance quantity is between 0.2 and 0.8.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation of U.S. application Ser. No. 15/682,848, filed Aug. 22, 2017, which is a continuation-in-part of U.S. application Ser. No. 14/568,167, filed Dec. 12, 2014, which is a continuation-in-part of U.S. application Ser. No. 13/410,776, filed Mar. 2, 2012, which claims priority to U.S. Provisional Application No. 61/604,653, filed Feb. 29, 2012, and is a continuation-in-part of U.S. patent application Ser. No. 13/363,154, filed on Jan. 31, 2012.

BACKGROUND OF THE INVENTION

This application relates to a gas turbine engine wherein the low pressure turbine section is rotating at a higher speed and centrifugal pull stress than prior art engines.

Gas turbine engines are known, and typically include a fan delivering air into a low pressure compressor section. The air is compressed in the low pressure compressor section, and passed into a high pressure compressor section. From the high pressure compressor section the air is introduced into a combustion section where it is mixed with fuel and ignited. Products of this combustion pass downstream over a high pressure turbine section, and then a low pressure turbine section.

Traditionally, on many prior art engines the low pressure turbine section has driven both the low pressure compressor section and a fan directly. As fuel consumption improves with larger fan diameters relative to core diameters it has been the trend in the industry to increase fan diameters. However, as the fan diameter is increased, high fan blade tip speeds may result in a decrease in efficiency due to compressibility effects. Accordingly, the fan speed, and thus the speed of the low pressure compressor section and low pressure turbine section (both of which historically have been coupled to the fan via the low pressure spool), have been a design constraint. More recently, gear reductions have been proposed between the low pressure spool (low pressure compressor section and low pressure turbine section) and the fan so as to allow the fan to rotate a different, more optimal speed.

SUMMARY

In a featured embodiment, a gas turbine engine has a fan including fan blades. A bypass ratio is greater than 13. A compressor section is in fluid communication with the fan, which includes a first compressor section and a second compressor section. A combustion section is in fluid communication with the compressor section. A turbine section is in fluid communication with the combustion section. The turbine section includes a first turbine section driving the fan and the first compressor section and a second turbine section driving the second compressor section and the second compressor rotor. The first turbine section has a first exit area at a first exit point and rotates at a first speed. The second turbine section has a second exit area at a second exit point and rotates at a second speed, which is higher than the first speed. A first performance quantity is defined as a product of the first speed squared and the first area. A second performance quantity is defined as a product of the second speed squared and the second exit area. A performance ratio of the first performance quantity to the second performance quantity is between about 0.2 and about 0.8. A gear reduction is included between the first turbine section and the first compressor section, such that the first compressor section and the fan rotate at a lower speed than the first turbine section.

In another embodiment according to the previous embodiment, the gear reduction is a planetary gear reduction.

In another embodiment according to any of the previous embodiments, a gear ratio of the gear reduction is greater than 2.0 and less than 5.0.

In another embodiment according to any of the previous embodiments, the gear ratio is greater than 2.5.

In another embodiment according to any of the previous embodiments, the bypass ratio is less than 22.

In another embodiment according to any of the previous embodiments, the fan has 26 or fewer blades, and the first turbine section has at least three stages and up to six stages.

In another embodiment according to any of the previous embodiments, the first turbine section includes an inlet, an outlet, and a pressure ratio greater than 7.5, wherein the pressure ratio is a ratio of a pressure measured prior to the inlet as related to a pressure at the outlet prior to any exhaust nozzle.

In another embodiment according to any of the previous embodiments, a low fan pressure ratio is less than 1.35 across the fan blades alone.

In another embodiment according to any of the previous embodiments, the performance ratio is less than or equal to 0.5.

In another embodiment according to any of the previous embodiments, a mid-turbine frame is intermediate the first and second turbine sections, and has at least one bearing.

In another embodiment according to any of the previous embodiments, the second speed is between three and four times the first speed.

In another embodiment according to any of the previous embodiments, the second speed is between three and four times the first speed.

In another embodiment according to any of the previous embodiments, the fan has a fan tip speed less than 1150 ft/sec.

In another embodiment according to any of the previous embodiments, the performance ratio is less than or equal to 0.5.

In another embodiment according to any of the previous embodiments, the second speed is between three and four times the first speed.

In another embodiment according to any of the previous embodiments, a gear ratio of the gear reduction is greater than 2.0 and less than 5.0.

In another embodiment according to any of the previous embodiments, the gear ratio is greater than 2.5.

In another embodiment according to any of the previous embodiments, a pressure ratio across the first turbine section is greater than 7.5, and wherein the pressure ratio is a ratio of a pressure measured prior to the inlet as related to a pressure at the outlet prior to any exhaust nozzle.

In another embodiment according to any of the previous embodiments, the bypass ratio is less than 22.

In another embodiment according to any of the previous embodiments, the fan has 26 or fewer blades, the first turbine section has at least three stages and up to six stages.

In another embodiment according to any of the previous embodiments, the fan has a fan tip speed less than 1150 ft/sec.

In another embodiment according to any of the previous embodiments, a gear ratio of the gear reduction is greater than 2.5.

In another embodiment according to any of the previous embodiments, the bypass ratio is less than 22, the fan has 26 or fewer blades and the first turbine section has at least three stages and has up to six stages.

In another embodiment according to any of the previous embodiments, the fan has a fan tip speed less than 1150 ft/sec.

In another embodiment according to any of the previous embodiments, the second speed is greater than twice the first speed and less than three times the first speed.

In another embodiment according to any of the previous embodiments, the fan has a fan tip speed less than 1150 ft/sec.

In another embodiment according to any of the previous embodiments, the bypass ratio is less than 22, the fan has 26 or fewer blades and the first turbine section has at least three stages and has up to six stages.

In another embodiment according to any of the previous embodiments, the gear reduction is a planetary gear reduction.

In another embodiment according to any of the previous embodiments, a low fan pressure ratio is less than 1.35 across the fan blades alone.

In another featured embodiment, a gas turbine engine has a first turbine section and a second turbine section. The first turbine section has a first exit area at a first exit point and rotates at a first speed. The first turbine section has at least 3 stages. The second turbine section has a second exit area at a second exit point and rotates at a second speed, which is faster than the first speed, the second turbine section having 2 or fewer stages. A first performance quantity is defined as a product of the first speed squared and the first area. A second performance quantity is defined as a product of the second speed squared and the second area. A ratio of the first performance quantity to the second performance quantity is between 0.5 and 1.5. A gear reduction is included between a fan and a low spool driven by the first turbine section such that the fan rotates at a lower speed than the first turbine section. The first and second turbine sections are designed to rotate in opposed directions relative to each other, and a pressure ratio across the first turbine section is greater than 5, wherein the pressure ratio is a ratio of a pressure measured prior to an inlet of the first turbine section as related to a pressure at an outlet.

These and other features may be best understood from the following drawings and specification.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a gas turbine engine.

FIG. 2 schematically shows the arrangement of the low and high spool, along with the fan drive.

FIG. 3 schematically shows an alternative drive arrangement.

FIG. 4 shows another embodiment.

FIG. 5 shows yet another embodiment.

DETAILED DESCRIPTION

FIG. 1 schematically illustrates a gas turbine engine 20. The gas turbine engine 20 is disclosed herein as a two-spool turbofan that generally incorporates a fan section 22, a compressor section 24, a combustor section 26 and a turbine section 28. Alternative engines might include an augmentor section (not shown) among other systems or features. The fan section 22 drives air along a bypass flow path B while the compressor section 24 drives air along a core flow path C for compression and communication into the combustor section 26 then expansion through the turbine section 28. Although depicted as a turbofan gas turbine engine in the disclosed non-limiting embodiment, it should be understood that the concepts described herein are not limited to use with turbofans as the teachings may be applied to other types of turbine engines including three-spool architectures.

The engine 20 generally includes a low speed spool 30 and a high speed spool 32 mounted for rotation about an engine central longitudinal axis A relative to an engine static structure 36 via several bearing systems 38. It should be understood that various bearing systems 38 at various locations may alternatively or additionally be provided.

The low speed spool 30 generally includes an inner shaft 40 that interconnects a fan 42, a low pressure (or first) compressor section 44 and a low pressure (or first) turbine section 46. The inner shaft 40 is connected to the fan 42 through a geared architecture 48 to drive the fan 42 at a lower speed than the low speed spool 30. The high speed spool 32 includes an outer shaft 50 that interconnects a high pressure (or second) compressor section 52 and high pressure (or second) turbine section 54. A combustor 56 is arranged between the high pressure compressor section 52 and the high pressure turbine section 54. A mid-turbine frame 57 of the engine static structure 36 is arranged generally between the high pressure turbine section 54 and the low pressure turbine section 46. The mid-turbine frame 57 further supports bearing systems 38 in the turbine section 28. As used herein, the high pressure turbine section experiences higher pressures than the low pressure turbine section. A low pressure turbine section is a section that powers a fan 42. The inner shaft 40 and the outer shaft 50 are concentric and rotate via bearing systems 38 about the engine central longitudinal axis A which is collinear with their longitudinal axes. The high and low spools can be either co-rotating or counter-rotating.

The core airflow C is compressed by the low pressure compressor section 44 then the high pressure compressor section 52, mixed and burned with fuel in the combustor 56, then expanded over the high pressure turbine section 54 and low pressure turbine section 46. The mid-turbine frame 57 includes airfoils 59 which are in the core airflow path. The turbine sections 46, 54 rotationally drive the respective low speed spool 30 and high speed spool 32 in response to the expansion.

The engine 20 in one example is a high-bypass geared aircraft engine. The bypass ratio is the amount of air delivered into bypass path B divided by the amount of air into core path C. In a further example, the engine 20 bypass ratio is greater than about six (6), with an example embodiment being greater than ten (10) or greater than thirteen (13), but less than twenty two (22), the geared architecture 48 is an epicyclic gear train, such as a planetary gear system or other gear system, with a gear reduction ratio of greater than about 2.3 and the low pressure turbine section 46 has a pressure ratio that is greater than about 5, in some embodiments greater than about 7, in some embodiments greater than about 7.5, in some embodiments greater than 10, and in some embodiments less than 20, or less than 14, or less than 12. In one disclosed embodiment, the engine 20 bypass ratio is greater than about thirteen (13:1), the fan diameter is significantly larger than that of the low pressure compressor section 44, and the low pressure turbine section 46 has a pressure ratio that is greater than about 5:1. In some embodiments, the high pressure turbine section may have two or fewer stages. In contrast, the low pressure turbine section 46, in some embodiments, has between 3 and 6 stages. Further the low pressure turbine section 46 pressure ratio is total pressure measured prior to inlet of low pressure turbine section 46 as related to the total pressure at the outlet of the low pressure turbine section 46 prior to an exhaust nozzle. The geared architecture 48 may be an epicycle gear train, such as a planetary gear system or other gear system, with a gear reduction ratio of greater than about 2.5:1.

When it is desired that the fan rotate in the same direction as the low pressure turbine section, then a planetary gear system may be utilized. On the other hand, if it is desired that the fan rotate in an opposed direction to the direction of rotation of the low pressure turbine section, then a star-type gear reduction may be utilized. A worker of ordinary skill in the art would recognize the various options with regard to gear reductions available to a gas turbine engine designer. It should be understood, however, that the above parameters are only exemplary of one embodiment of a geared architecture engine and that the present invention is applicable to other gas turbine engines including direct drive turbofans.

A significant amount of thrust is provided by the bypass flow B due to the high bypass ratio. The fan section 22 of the engine 20 is designed for a particular flight condition—typically cruise at about 0.8 Mach and about 35,000 feet. The flight condition of 0.8 Mach and 35,000 ft, with the engine at its best fuel consumption—also known as “bucket cruise Thrust Specific Fuel Consumption (“TSFC”). TSFC is the industry standard parameter of the rate of lbm of fuel being burned per hour divided by lbf of thrust the engine produces at that flight condition. “Low fan pressure ratio” is the ratio of total pressure across the fan blade alone, before the fan exit guide vanes. The low fan pressure ratio as disclosed herein according to one non-limiting embodiment is less than about 1.45. “Low corrected fan tip speed” is the actual fan tip speed in ft/sec divided by an industry standard temperature correction of [(Ram Air Temperature deg R)/518.7)̂0.5]. The “Low corrected fan tip speed” as disclosed herein according to one non-limiting embodiment is less than about 1150 ft/second. Further, the fan 42 may have 26 or fewer blades.

An exit area 400 is shown, in FIG. 1 and FIG. 2, at the exit location for the high pressure turbine section 54. An exit area for the low pressure turbine section is defined at exit 401 for the low pressure turbine section. As shown in FIG. 2, the turbine engine 20 may be counter-rotating. This means that the low pressure turbine section 46 and low pressure compressor section 44 rotate in one direction, while the high pressure spool 32, including high pressure turbine section 54 and high pressure compressor section 52 rotate in an opposed direction. The gear reduction 48, may be selected such that the fan 42 rotates in the same direction as the high spool 32 as shown in FIG. 2.

Another embodiment is illustrated in FIG. 3. In FIG. 3, the fan rotates in the same direction as the low pressure spool 30. To achieve this rotation, the gear reduction 48 may be a planetary gear reduction which would cause the fan 42 to rotate in the same direction. With either arrangement, and with the other structure as set forth above, including the various quantities and operational ranges, a very high speed can be provided to the low pressure spool. Low pressure turbine section and high pressure turbine section operation are often evaluated looking at a performance quantity which is the exit area for the turbine section multiplied by its respective speed squared. This performance quantity (“PQ”) is defined as:

PQ _(ltp)=(A _(lpt) ×V _(lpt) ²)  Equation 1:

PQ _(hpt)=(A _(hpt) ×V _(hpt) ²)  Equation 2:

where A_(lpt) is the area of the low pressure turbine section at the exit thereof (e.g., at 401), where V_(lpt) is the speed of the low pressure turbine section, where A_(hpt) is the area of the high pressure turbine section at the exit thereof (e.g., at 400), and where V_(hpt) is the speed of the low pressure turbine section.

Thus, a ratio of the performance quantity for the low pressure turbine section compared to the performance quantify for the high pressure turbine section is:

(A _(lpt) ×V _(lpt) ²)/(A _(hpt) ×V _(hpt) ²)=PQ _(ltp) /PQ _(hpt)  Equation 3:

In one turbine embodiment made according to the above design, the areas of the low and high pressure turbine sections are 557.9 in² and 90.67 in², respectively. Further, the speeds of the low and high pressure turbine sections are 10179 rpm and 24346 rpm, respectively. Thus, using Equations 1 and 2 above, the performance quantities for the low and high pressure turbine sections are:

PQ _(ltp)=(A _(lpt) ×V _(lpt) ²)=(557.9 in²)(10179 rpm)²=57805157673.9 in² rpm²  Equation 1:

PQ _(hpt)=(A _(hpt) ×V _(hpt) ²)=(90.67 in²)(24346 rpm)²=53742622009.72 in² rpm²  Equation 2:

and using Equation 3 above, the ratio for the low pressure turbine section to the high pressure turbine section is:

Ratio=PQ _(ltp) /PQ _(hpt)=57805157673.9 in² rpm²/53742622009.72 in² rpm²=1.075

In another embodiment, the ratio was about 0.5 and in another embodiment the ratio was about 1.5. With PQ_(ltp)/PQ_(hpt) ratios in the 0.5 to 1.5 range, a very efficient overall gas turbine engine is achieved. More narrowly, PQ_(ltp)/PQ_(hpt) ratios of above or equal to about 0.8 are more efficient. Even more narrowly, PQ_(ltp)/PQ_(hpt) ratios above or equal to 1.0 are even more efficient. As a result of these PQ_(ltp)/PQ_(hpt) ratios, in particular, the turbine section can be made much smaller than in the prior art, both in diameter and axial length. In addition, the efficiency of the overall engine is greatly increased.

The low pressure compressor section is also improved with this arrangement, and behaves more like a high pressure compressor section than a traditional low pressure compressor section. It is more efficient than the prior art, and can provide more work in fewer stages. The low pressure compressor section may be made smaller in radius and shorter in length while contributing more toward achieving the overall pressure ratio design target of the engine. Moreover, as a result of the efficiency increases in the low pressure turbine section and the low pressure compressor section in conjunction with the gear reductions, the speed of the fan can be optimized to provide the greatest overall propulsive efficiency.

FIG. 4 shows an embodiment 200, wherein there is a fan drive turbine 208 driving a shaft 206 to in turn drive a fan rotor 202. A gear reduction 204 may be positioned between the fan drive turbine 208 and the fan rotor 202. This gear reduction 204 may be structured and operate like the gear reduction disclosed above. A compressor rotor 210 is driven by an intermediate pressure turbine 212, and a second stage compressor rotor 214 is driven by a turbine rotor 216. A combustion section 218 is positioned intermediate the compressor rotor 214 and the turbine section 216.

FIG. 5 shows yet another embodiment 300 wherein a fan rotor 302 and a first stage compressor 304 rotate at a common speed. The gear reduction 306 (which may be structured as disclosed above) is intermediate the compressor rotor 304 and a shaft 308 which is driven by a low pressure turbine section. This arrangement enables greater flexibility in the low spool speeds, and thus alternatives for the performance quantities for the low pressure turbine section and high pressure turbine section, and the performance quantity ratio.

With the FIG. 5 embodiment, significant performance benefits may be achieved using a ratio of the performance quantity for the low pressure turbine section to the performance quantity for an associated high pressure turbine section that is less than or equal to 0.8. In further embodiments, the ratio might be less than 0.5. Also, the ratio may be greater than 0.2. Alternatively, in some embodiments of the arrangement shown in FIG. 5, it could be beneficial to set the ratio as high as 1.5.

While the embodiment shown in FIGS. 1-3 discloses a speed of the high pressure turbine being more than twice, and less than three times, the speed of the fan drive turbine (as provided by the exemplary numbers), the FIG. 5 embodiment might have a different ratio. As an example, the speed of the low pressure turbine which drives the compressor rotor 304 and fan rotor 302 through a gear reduction, may have a speed which is less than in the above embodiments. Thus, the speed of the high pressure turbine may be greater than three times the speed of the low pressure turbine, and less than four times the speed in a FIG. 5 type engine.

Further, the gear ratio of the gear reduction 36 may be greater than or equal to 2.0 and less than or equal to 5.0. Also, the low fan pressure ratio may be greater than or equal to 1.2 and less than or equal to 1.45, and more preferably less than or equal to 1.35.

The FIG. 4 or 5 engines may be utilized with the features disclosed above.

While this invention has been disclosed with reference to one embodiment, it should be understood that certain modifications would come within the scope of this invention. For that reason, the following claims should be studied to determine the true scope and content of this invention. 

What is claimed is:
 1. A turbofan engine comprising: a fan including fan blades, an outer housing that surrounds said fan to define a bypass flow path, and a low fan pressure ratio between 1.2 and 1.45 across said fan blades alone at a cruise condition; a compressor section in fluid communication with said fan, said compressor section including a low pressure compressor section and a high pressure compressor section; a combustion section in fluid communication with said compressor section; a turbine section in fluid communication with said combustion section; wherein said turbine section includes a fan drive turbine section driving said fan and said low pressure compressor section, and includes a high pressure turbine section driving said high pressure compressor section; a gear reduction including an epicyclic gear train between said fan drive turbine section and said low pressure compressor section, such that said low pressure compressor section and said fan are rotatable at a common speed, and such that said fan is rotatable at a lower speed than said fan drive turbine section; wherein said fan drive turbine section has a first exit area at a first exit point and is rotatable at a first speed; wherein said high pressure turbine section has a second exit area at a second exit point and is rotatable at a second speed, which is higher than said first speed; wherein a first performance quantity is defined as a product of the first speed squared and said first area; wherein a second performance quantity is defined as a product of the second speed squared and said second exit area; and wherein a performance ratio of said first performance quantity to said second performance quantity is between 0.2 and 0.8.
 2. The turbofan engine as set forth in claim 1, wherein said turbofan engine is a two-spool turbofan engine including a low spool and a high spool, wherein said low spool comprises said low pressure compressor section and said fan drive turbine section, and said high spool comprises said high pressure compressor section and said high pressure turbine section.
 3. The turbofan engine as set forth in claim 2, wherein said fan has 26 or fewer blades.
 4. The turbofan engine as set forth in claim 3, further comprising a bypass ratio greater than 10 and less than 22 at said cruise condition.
 5. The turbofan engine as set forth in claim 4, wherein said high pressure turbine section is a two stage turbine section.
 6. The turbofan engine as set forth in claim 4, wherein a gear ratio of said gear reduction is greater than 2.3 and less than 5.0.
 7. The turbofan engine as set forth in claim 6, wherein said fan drive turbine section has at least three stages and has up to six stages.
 8. The turbofan engine as set forth in claim 7, wherein said low pressure compressor section includes a plurality of stages.
 9. The turbofan engine as set forth in claim 8, wherein said performance ratio is less than or equal to 0.5.
 10. The turbofan engine as set forth in claim 9, wherein said second speed is greater than twice said first speed and is less than four times said first speed.
 11. The turbofan engine as set forth in claim 7, wherein: said fan drive turbine section includes an inlet, an outlet and a pressure ratio of greater than 5, and wherein the pressure ratio of said fan drive turbine section is a ratio of a pressure measured prior to said inlet as related to a pressure at said outlet.
 12. The turbofan engine as set forth in claim 11, wherein said gear reduction is a planetary gear reduction.
 13. The turbofan engine as set forth in claim 11, wherein said low spool is rotatable in a first direction, and said high spool is rotatable in a second direction opposed to said first direction.
 14. The turbofan engine as set forth in claim 13, wherein said bypass ratio is greater than 13 at said cruise condition, and said gear ratio is greater than 2.5.
 15. The turbofan engine as set forth in claim 14, wherein said second speed is less than three times said first speed.
 16. The turbofan engine as set forth in claim 14, wherein said performance ratio is less than or equal to 0.5.
 17. The turbofan engine as set forth in claim 16, wherein said low pressure compressor section is a three stage compressor section.
 18. The turbofan engine as set forth in claim 17, wherein said second speed is between three and four times said first speed.
 19. The turbofan engine as set forth in claim 18, wherein: a low fan pressure ratio is less than 1.35 across said fan blades alone at said cruise condition; and a low corrected fan tip speed of each of said fan blades is less than 1150 ft/second at said cruise condition.
 20. The turbofan engine as set forth in claim 2, wherein said gear reduction is a planetary gear reduction.
 21. The turbofan engine as set forth in claim 20, wherein said fan drive turbine section has at least three stages and has up to six stages.
 22. The turbofan engine as set forth in claim 21, wherein said low pressure compressor section includes three stages.
 23. The turbofan engine as set forth in claim 22, wherein said fan drive turbine section includes an inlet, an outlet and a pressure ratio of greater than 7.5, and wherein the pressure ratio of said fan drive turbine section is a ratio of a pressure measured prior to said inlet as related to a pressure at said outlet.
 24. The turbofan engine as set forth in claim 23, wherein said high pressure turbine section is a two stage turbine section.
 25. The turbofan engine as set forth in claim 24, further comprising a bypass ratio greater than 10 and less than 22 at said cruise condition.
 26. The turbofan engine as set forth in claim 25, wherein said fan has 26 or fewer blades, and said bypass ratio is greater than 13 at said cruise condition.
 27. The turbofan engine as set forth in claim 26, wherein a gear ratio of said gear reduction is greater than 2.3 and less than 5.0.
 28. The turbofan engine as set forth in claim 27, wherein said second speed is between three and four times said first speed.
 29. The turbofan engine as set forth in claim 28, wherein said performance ratio is less than 0.5.
 30. The turbofan engine as set forth in claim 29, wherein a low fan pressure ratio is less than 1.35 across said fan blades alone at said cruise condition. 